Controlling device for vehicles.



stoppage of the vehicle, is running the whole ernten.

RICHARD WERKNER, OF BUDAPEST, iiUSTRIA-HUNGARY.

CONTROLLING `DEVICE FOR VEHICLES.

Application filed January 14, 1908.

Specification of Letters Patent.

Patented :muy c, 1909.

Serial No. 410,773.

T 0 all whom it may concern:

Be it known that l, Ricnann XVI-nannies, 3 a sublect ol the lung of l'lungary. residinf` i by the .motors is normal the current is supat Budapest, in the Kingdom of Hungary, have invented new and usel'ul improvements in or Relating to Controlling Devices lor Vehicles, and l do herebydeclare the following to be a full, clear, and exact description of the same.

My invention relates to au electric con trolling device for vehicles which are driven when running at normal speed direct by a heat engine, while the driving with reduced or increased speed 'is obtained by means of electric motors supplied with energy by a dynamo connected to the heat engine, and' by a buffer battery.

The electric controlling device according to this invention is intended to make possible gradual increase and reduction of the speed of traveling,}while the heat engine, independently of the speed or of the complete time with uniform speed and uniform load, and during the greater portion of the ourney drives the vehicle direct. ln that way the heat engine can constantly workwitlithe most favorable cut-oil or witlfrethe best gas' mixture, andV the losses of energy combined With the conversionpf energy are reduced to a minimum by the chiefly direct mechanical driving.

The device according to this invention can .be used for vehicles of any kind, as for instance, street vehicles, railway4 vehicles, ships: the accompanying drawings illustrating a form of construction applied to railway vehicles. l

The drawing shows the' general arrangement of the mechanical device and above the same the diagram of the connections of the controlling device.

A A represents, for instance, the double cranked driving shaft of the heat engine, D

the dynamo connected to it, K a clutchl which can be electrically thrown in or vout of gear and by means of which the shaft of the heat engine can be connected direct to the spindle of the velectric motors M1 M2 connected to a Wheel aXle by means of any desired gear (in the drawing by means of a bevel Wheel 'gearf The arrangement can be varied in various Ways without `departing from the spirit of the invention.

4As will be seen from the diagram of connectio'ns,'the dynamo D is shunt woundand connected in parallel to an accumulator battery B. Willen the consumption of current as generators, in as far as they are shunt4 machines, can also give ofi their energy to the battery in the form of charging current. After direct connection ol' the heat engine to the wheels, the battery with the, dynamo acts in the well known manner as an equalizer, since when the resistance to driving is small, the battery is charged, and when the resistance to driving increases the current is discharged therefrom.

Owing to the hereinbei'ore described eooperation of the heat engine, dynamo, accumulator battery and electric motors. the heat engine is made to work always with the uniform number of revolutions and with uniform medium load, wherebythe best efliciency is obtained.

The diagram of connections illustrated refers to a case in which shunt motors are used, the number of revolutions being regulated by switching resistance into the armature circuitand into the exciter circuit, as

well as by series parallel switching of the v vexciter circuits E1 E2 oi' the motors are connected by separate wires T and U in parallel to the dynamo and te the battery. Each motor receives a separate adjustable shunt resistance of its own, marked r1, r2, for obtaining a uniform distribution of the load, and moreover, the exciter wire T of the motors is provided with joint regulation resistances-W'1V2-- 'The small SWitchS is intended for reversing the direction of driving. In its zero position (shown in the drawing) the exciting circuit i'or the motors is switched out, while in the position on the right hand side corresponding to forward Ythe exciter current flows through the excited windings' in oncdirection, and in the lefthand-position which corresponds to Hbackward in the other direction, so that, while the direction of the armature current remains the same, it causes the motors to rotate in the desired direction. Resistances which can be switched into the armature circuit in any desired number, are marked Il.' 1, IVg, iii

Ii Ythe main driving switch S is brought into the position 1, and the driving switch Sl into the position eorrespondingto for-"- Ward then only the resistance ew?- will be switched into the exciter circuit by the circuit E1 -l-e d t u T E9 U `vv r2- while the resistance-w-Will be short-circuited over t d e U1 r3 s, whereby the excitation of the motors will be increased. In the -main circuit the circuitv -I- efR M2 Q r/ h I Ml i O 7' q p o will at the same time switch the armatures in series with each'wother, -and with the resistances I/V, Vig, lf3. In the positions 2 3 4 of the switchS, the resistances W1, 72, )V3 are consecutively short-circuited,I and the speed thus increased. For the purpose of still further increasing the speed, in theposition 5 the connection-d, e-in the drivilg switch is broken, andthus the resistance-wl-is switched into the exciter circuit by the circuit -f v1 'r3-s t u. r2 vfwhereby the excitation is reduced. rIhen in the position the resistance fm1- is Y again short-circuited (the connection 11,v e-.

again restahlished, exciter circuit as in the positions 1-4) whereby the exciting is increased and owing to the high speed obtained from the former posit-ions of the switch, the current can be cut ofi from the motors so that on passing into the position O1, the main circuit is switched out Without sparking. In the position 7, with the same exciter circuit,

the armatures aresv'vitched in parallel by the the resistances Il V52 IN1" being switched in.

Thereupon in the positions 8, 9, 10 the re.- sistances l/V1 W2 W3 are 'consecutively sliert-- cuit the saine as in the position 5) and thus a further increase ol the speed of traveling is obtained. The resistance 'w'- nuzst bc ol' such size that, by switching it in, the spindle connected to the electric motors should receive exactly the saine number of revolutions as that of thc spindle connected to 'the heat engine, so that the two spindles could then be connected without any shocks. This takesplace on passing into the position 13 by the solenoid Z1 receiving current and, by attracting its iron core, throwing the clutch into gear by means of a system oi' levers. The switch Smust then be inthe right hand or driving position (circuit -l-c b Z1 :c4--). A fter the throwing into -gear of the clutch, the latter is maintained in its position by Well known inechanicall auxiliary means. Wvhen passing into the position 14, the circuit offthe solcn'cid'Z1 is broken by separating the connectionl e b, and the resistance fur-- in the exciter circuit is again short-circuitcd by restablishing the connection e d. In that Way the exciting is increased, so that, owing to the high number of revolutions after the throwing into gear oi' the clutch, the .current is cut oil from the motors, and the Work ci' the heat engine is transmitted mechanically. direct through the clutch.

i Then by passing into the position 15 the main circuit can be switched out without sparking, so that in thc position O the exciter currentcan be weakened by the switching in oi' the resistance 101, and by moving the switch S into thel zero position, interrupted altogether.

If it is desired to disconnect the coupling before stopping and then to apply the brakes, the switch Sl is put into the right hand position corresponding to forward, and the switch 'S2 into the left handoposition'corresponding to brake. (The latter can also be eiiected automatically byreversing the direction of rotation o1' the driving switch S,

Vfor instance, lby means o1' a ratchet gear).

By passingirom the position Q into the position 15, the excitation is increased, and then, in thc position 14, the main circuit is switched in Without sparking. In the ,position 13 the resistance -fw1 is switched in and thus the exciting and the'consumption of current by the motors are red'uced, whereby the Work is transmitted from the heat engine to the electric motors. The clutch can then .be thrown out'o'f gear without mechanical or electric shock. In the position 12 the solenoid Z2 receives current (circuit -i-e a '/L-2 x3 en and throes the clutch out of gear, the said clutch being thenheld fast in the disconnected position by auxiliary mechanical means. In the position l1, the circuit of the coil Z2 is broken, and the resistance -win the exciter circuit shOrt-circuited. In that way the exciting is increased, and the current cut olf from the motors as bel'ore in the position 14, In the position l() the resistance wZ-I in the exciter circuit is also short-circuited by the circuit El |e cx l z2 u T U rv 4.

In that way an electric brake is applied,

since the motors which act as generators '01, the braking current is cut oit .without sparks. In the position 6 the passage to the series-switching of the motors takes place. In the position 5 thef resistance wt-1 and in the position 4 also the resistance-w1-, are switched out from the exciter circuit, whereby the excitation is increased, 'and the brakes further applied with reduction of' speed; With the decreasing speed is combined a reduction of the braking current, but

fthe said speed is also further reduced in the next positions 3,' 2, l by the switching in of the resistances W1, VW, W into the main circuit and by the reduction of the exciting in the position l by switching in the resistance -wgf into the excitencircuit, and finally cut o''l' without sparking in the position O.

Before stoping, a short-circuit braking can be applic( the switch being moved beyond the position' O, into the'let't-hand position equivalent to brake At. the brake position I, the armatures of the motors are connected to each other and to the resistanccs W1 W2 W3 in series, in the following local circuit M2 Q g h P M1 O r q p o nfR M2. At the next braking positions II, III, IV, the resistances -I/V NVZ W3 are short-circuited consecutively, and the excitingfincreased'by short-circuiting the resistances --fw1, @02.-

As soon as thevshort-circuiting current f the armatures has decreased to a corresponding extent, the short-dircuiting current 1s cut oil' without slarking by moving back over instance, mechanically acting brake.

If, by way of exception, 1t is desired to' travel with greater'speed than the normal,

then, by using electric transmission of force,

by inserting a further resistance into the ex-- citer circuit, the exciting of the motors can be still further reduced, and thus the speed increased, or the accumulator battery can be switched out, and the 'pressure ofthe dynamo increased by increasing its excitation, whereby the motors will also be caused to rotate at a greater speed.

If the above describefil controlling device or controller is used for driving motors of a single vehicle, the motor spindles, or the road wheels connected to thein, should. be connected in well known manner by rods or gears, for the purpose of positively insuring the same number of revo'iutions of the motors. By correspondingly adjusting-the separate shunt resistances --r, r2 of the motors, any differences in the magnetic circuits of the shunt motors, switched in parallel can be equalized and thus the load distributed in uniform manner on the single motors.

It the controlling gear is not to be used for single vehicles but for whole trains, then the switch positions shown in the diagram of connections, can be effected by means of one single driving switch for all the motors, arranged on the vehicle containingV the heat engine, dynamo and accumulator battery, "hile the wires O, P, Q R are intended for alternately connecting the armatures, and the wires T U for connecting all the exciter windings of the motors distributed on the trailer cars, and are guided along the whole of the train. The arrangementA can', `however, be made in such manner, that only two through high-pressure wires are carried along vthe train, and one of the well-known multiple controls is used, in which each vehicle 'obtains separate switches controlled by a controller switch from the leading vehicle by means of wires.

In order to obtain a uniform distribution of current of the single motors guided in parallel, on the trailer cars, the shunt resistances frl, rmust be adjusted in such manner that in case of an excessively high load'on a motor, its exciting is increased, and thus the strength of its armature current reduced, while in the case of an `excessively small load on a motor, its exciting is reduced, and thus the strength of the armature current increased. This of course can also be auto'- matically eiiected by a shunt regulator controlled by the armature current, or the shunt motors could be provided with additional series field windings by'means of which the exciting increases or decreases with the strength of the current', and consequently the Astrength of the armature current is reduced or increased. This series iield winding must however, in order to act properly, be reversed at each change of direction of current, and therefore also when braking;

In principle, this control can also be applied to series wound motors. In series motors as well, after the coupling is thrown into gear, the exciting of' the motors can be increased, with which is connected a relief of the motors and a direct loading'of the heat engine.

stant pressure.

This increase of exciting can be effected in the ease of series motors by switching out resistance previously connected in parallel to the field Winding, or by switching in series the coils "f the field winding previously condependent on the load, the same number 'ofW Y revolutions of the motor spindle and ofthe spindle of the heat engine cannot bev obtained as exactly as in shunt motors by means of a given position of the driving switch, but must be determined before the throwing into gear ot' the clutch, by some speed measuring device.

` When using the controlling device herein before described, the vehiclesA can also'be electrically lighted, the lamps ,ybeing connected to the Wires Whlch are carried from the dynamo or from the battery through the vehicles and supplied with con- The battery can `then be arranged either in the front vehicle or distributed in elements over the single trailer cars.

` Having described my invention what I claim is l. In combination with a vehicle, a ,heat engine, an electric generatorfcoupled with said heat engine, a storage battery and means for connecting the same in parallel with said generato?, shilnt'wound electric motors coupled with the vehicle Wheels and means for supplying said motors with cur rent from said generator and battery, an engaging and disengaging gear for connecting the heat engine and the vehicle Wheels, and

said heat engine, a storage lbatterymd means for connecting the saine in paralleler,

with said generator, shunt Wound electric motors coupled Withthe vehicle Wheels and means for supplying said motors Withcur rent from s'aid generator and battery, an cu- Yga'ginvg"and disengagingV gear for eonneetingl tlieAlLat engin'e and the vehicle wheels, means -for equalizing the speed of the engaging parts of said engaging and disengaging gear before actuating this iatt'er, andineans for regulating`the excitation of the motor before breaking the main current to insure by the electromotive counterforce aY sparkless switching out of the motors.

3.In combination with a vehicle, a heat engine, an electric generator coupled .with said heat engine, a storage battery and means for connect-ing the saine in parallel with said generator, shunt-Wound electric motors coupled With the vehicle Wheels and means for supplying said motors with current from said generator and storage batteiy, an engaging and disengaging gear Yfor connecting the heat engine and the vehicle Wheels, means for regulating the exciting of the motorsto equalize the speed of the engaging parts of said engaging and disengaging gear before actuating this latter, and means for also regulating the excitation of the motors before breaking the main current in a Way'to insure by the electromotivo connterforce a sparklcss switching ou t ot' the motors.

In testimony whereof, l have signed my name to this specification in the presence of two subscribing witnesses.

^ ltCHr/XRD VTERKNER. TWitnesses EUGNE HERMANN, CHARLES Mnssrsenn. 

